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'84 K10 The Animal- Now on Forty Two's

Adventure truck
Overview Gallery Discussion
Bent77 said:
I think he needs to confirm things with Howell before he fat fingers it and messes it up…
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Absolutely. I’d even drop Larry Wittman’s name as the one guy that does all the tuning there has dealt with Larry a lot. Larry’s bought enough from Howell they’ve put him at dealer level.

But his original k10 tune is what is supposed to be loaded in my ecm. Without confirming with hp tuners I’m not 100% on that, but I can say mine and Larry’s k10 seem to run as close to identical as they can be. Even down to comparable fuel consumption numbers off road.

I was wondering about knock retard but saw there wasn’t any data shown on your screenshots. I just assumed there was no knock value.

But I can say if the knock sensors are active they can totally pull the timing out of it.

I known when I was on my way back from AZ two years ago when the first exhaust donut failed I was seeing heavy knock value coming in when I was trying to maintain highway speed. It was rattling like I had it in too high of a gear at too low of speed. It was pulling timing out and short on power for sure. Add that to a wide open exhaust leak upstream from the O2 sensor and it was pig rich.
 
Will this allow you to use command interface to lock up the torque converter or change the air fuel ratio while it’s running?
 
I started to text @Larry to ask questions about the vehicle speed sensor. He said that the VSS is disabled on his tune, and I wasn’t sure if that was the case with all of the standards, or if the one that Skunked is using needs to have the VSS in it and doesn’t, or where to look at in that tune to see if it’s been disabled.
 
The fuel trims do seem to follow what's being read from the O2 sensors. When the signal drifts high, it goes negative and vice versa. It looks like it actually finds stoich at -25% in places, suggesting it really is too rich. Personally, I wouldn't being hitting WOT with a questionable tune, but that's another topic.

If KR is to blame, it's probably false knock. I mean, the timing is cut to death in places where TPS is <40%. Do you think it's really sucking 113 degree air? A high reading would lean it out, though.
 
knock retard never moves off zero. I have no idea if that is correct.....screenshot below of it falling on it's face at 30% throttle in 2nd gear from a roll.
8.01.24 with KR.jpg
 
ZooMad75 said:
Absolutely. I’d even drop Larry Wittman’s name as the one guy that does all the tuning there has dealt with Larry a lot. Larry’s bought enough from Howell they’ve put him at dealer level.

But his original k10 tune is what is supposed to be loaded in my ecm. Without confirming with hp tuners I’m not 100% on that, but I can say mine and Larry’s k10 seem to run as close to identical as they can be. Even down to comparable fuel consumption numbers off road.

I was wondering about knock retard but saw there wasn’t any data shown on your screenshots. I just assumed there was no knock value.

But I can say if the knock sensors are active they can totally pull the timing out of it.

I known when I was on my way back from AZ two years ago when the first exhaust donut failed I was seeing heavy knock value coming in when I was trying to maintain highway speed. It was rattling like I had it in too high of a gear at too low of speed. It was pulling timing out and short on power for sure. Add that to a wide open exhaust leak upstream from the O2 sensor and it was pig rich.
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I dropped his name this morning when I spoke with Troy.

Based on the KR being at zero I think it's time to try another PCM. I'm waiting on Howell to free up via phone.

Blue85 said:
The fuel trims do seem to follow what's being read from the O2 sensors. When the signal drifts high, it goes negative and vice versa. It looks like it actually finds stoich at -25% in places, suggesting it really is too rich. Personally, I wouldn't being hitting WOT with a questionable tune, but that's another topic.

If KR is to blame, it's probably false knock. I mean, the timing is cut to death in places where TPS is <40%. Do you think it's really sucking 113 degree air? A high reading would lean it out, though.
Click to expand...

I was giving it 100% throttle (first time) for a second to verify the TPS under load conditions along with the MAP, MAF timing etc.

and yes the degree is correct, it was in the high 90's ambient during the data logging.
 
It looks like you're able to read the PCM, so why not post up the high-octane and low-octane timing tables?

Now, there are tons of other factors that add and subtract timing, but at least we could say if they're normal 8.1L values.
 
Babaganoosh said:
Did you have to buy it? Sucks cause your gonna need to fork out more money on hp tuners credits.
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Yes and I'm paying for overnight service.

Blue85 said:
It looks like you're able to read the PCM, so why not post up the high-octane and low-octane timing tables?

Now, there are tons of other factors that add and subtract timing, but at least we could say if they're normal 8.1L values.
Click to expand...

He reviewed the tables and settings (on his end) based on the tune that was loaded on the PCM. Of course, I don't know for a fact what tune I have but he assured me the settings are correct and being used on a ton of other 8.1's with cable throttle. He was stumped on what the cause might be other than a hardware failure which they've seen before.

I'll see if I can find the timing tables and I'll post them up.
 
skunked said:
Yes and I'm paying for overnight service.



He reviewed the tables and settings (on his end) based on the tune that was loaded on the PCM. Of course, I don't know for a fact what tune I have but he assured me the settings are correct and being used on a ton of other 8.1's with cable throttle. He was stumped on what the cause might be other than a hardware failure which they've seen before.

I'll see if I can find the timing tables and I'll post them up.
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Well that stinks, but you will have a trail ecm if you can combine them together.
 
Ah, they've copied the high octane table into both. A lot of tuners do that. It's almost identical to what I have for a stock '03.
 
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Could the timing be the cause of the rich readings? You would think that late timing would have the mixture still burning in the header, such that more oxygen was present, but it's also a kind-of-known thing that advancing the timing makes the same AFR read leaner. It makes sense from the standpoint that retarding makes less power and therefore needs less fuel. The question is how profound is this effect? 25%? Every time the timing drops the O2 signals go high. Unfortunately, we can't see what the pulsewidth is doing.

Does the timing dump just based on TPS, or is it kicking in at 1600RPM? I think there are a couple of thresholds there, like abuse mode.

Is it possible this is a transmission error? Like it wasn't properly set up for no VSS and no auto transmission control? It wants to shift or is waiting for the shift to finish, but it never does and it's stuck in torque management.
 
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Blue85 said:
Could the timing be the cause of the rich readings? You would think that late timing would have the mixture still burning in the header, such that more oxygen was present, but it's also a kind-of-known thing that advancing the timing makes the same AFR read leaner. It makes sense from the standpoint that retarding makes less power and therefore needs less fuel. The question is how profound is this effect? 25%? Every time the timing drops the O2 signals go high. Unfortunately, we can't see what the pulsewidth is doing.

Does the timing dump just based on TPS, or is it kicking in at 1600RPM? I think there are a couple of thresholds there, like abuse mode.

Is it possible this is a transmission error? Like it wasn't properly set up for no VSS and no auto transmission control? It wants to shift or is waiting for the shift to finish, but it never does and it's stuck in torque management.
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I thought one of the things they do is turn off torque management.
I know Larry did
 
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